History of Cook County, Illinois From the Earliest Period to the Present Time, Part 38

Author: Andreas, A. T. (Alfred Theodore), 1839-1900
Publication date: 1884
Publisher: Chicago : A.T. Andreas
Number of Pages: 875

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"Thus disposing of the constitutional and political question, the friends of harbor and river improvements arrive at the only one which can riglnfully be raisedl, and that is merely the question of necessity. Is IT NECESSARY to protect our domestic as well as our foreign commerce? Shall we protect the lesser and neglect the greater ? For the past thee years, petitions have been presented to Congress in vain: Senators and Representatives in Congress have spoken in vain. The present Secretary of War, in his official reports, has recommendled in vain; and the whole topographical corps has estimated in vain; our bills have invariably been vetoed, and we have been unable to secure two-thirds of the popular branch. Con- fident that there Is wanting a knowledge of the necessity of these improvements among the people or their representatives, since all efforts at success have failed, it has been thought that a general con- tention, and consultation, with personal observation, might do much for us. There is not a State in the confederacy but that touches the lakes, the ocean, or the great rivers of the West. The lakes line almost our entire northern frontier, and separate us from a foreign country: and the rivers, like arteries run through the whole country, constituting an extent of navigation sufficient to reach round the globe.

"These great waters, for whose safe navigation this Convention is called, are soon to be united by the completion of the Illinois & Michigan Canal, The commerce of Boston, of Philadelphia, of Baltimore, of New York, of New Orleans, Cincinnati, St. Louis, and, indeed, of the whole country, thence becomes in a great measure connected. It has a common interest, and no injury would, and the greatest advantages might rise from a common con- sultation. It is a notorious fact that statements, during the pen- dency of harbor and river bills before Congress, are made on the highest personal authority, which never would be made if the au- thors had any personal observation of the great inland waters of this country, or could realize the necessity of the millions whose lives and property arc jeopardized by them. Delegates in attendance will not only have the advantages of their own observation to take back with them, but they ean profit others meeting them here by a consultation as to the best means of redressing existing wrongs Having done this, they can impart the proper feelings to their neighbors, and thus aid in arousing the people to take this matter into their own hands, and see that their chiel interests are no longer

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neglected. It is contidenify hoped that a more intimate acquaint. ance with the claims of these great waters, formed by men con- gregated for this special purpose from all parts of the Union, will result in sufficiently convicting and awakening the public mind te secure the constitutional majority, should a harbor bill ever again be vetoed. This Convention is designed to be one of free discus- sion, and it is hoped that the opponents as well as the friends of lake and river improvements will attend, and more especially since It is generally believed that they have only to see for themselves in order to be convinced that these demands, coming from all our great waters, are founded in justice.

"Although the construction of harbors and the improvement of rivers will be the prominent subject before the Convention, yel. whatever matters appertain to the prosperity of the West, and lo the development of its resources, will come properly before it, and all plans and suggestions will be freely entertained. The commil- tee invite a general altendance from all sections of the Union, and lender, in behalf of their fellow-citizens, the hospitalities of the city of Chicago to such, as impelled by a common interest, see lit lo honor them by their presence on this occasion.

" Jony WENTWORTH, " GEORGE MANIERRE,

"J. YOUNG SCANMON, "ISAAC: N. ARNOLD. "GRANT GOODRICH."

As the date for holding the convention approached, it was obvious that the aim of its originators to avoid making it of any political significance had been realized. Previous to its opening, letters were re-

George Manier

ceived from Daniel Webster and Thomas H. Benton, one the leading statesmen of the East, and the other a leading statesman of the West, warnily endorsing the objects of the convention and recognizing its national character.

The first day of the convention was marked by the re- ception of delegates by Mayor Curtiss. The procession took up the line of march, through the principal streets of the city, to the court-house square. Its order was as follows: Marshal Maxwell; band; Cleveland Light Ar-

A Maxwell

tillery; Montgomery Guards, under Captain W. B. Snowhook; cavalry under R. K. Swift; Ship-Conven- tion; Engineers' Department, under Stephen F. Gale; Fire Department; band; Committee of Reception; Illi- nois delegation, six hundred strong: other delegations;

societies and orders of Chicago, etc. In the words of the editor of the Evening Journal, July 6, 1847:

" Never was the birthday of our National Independence more befittingly celebrated than on this day-to give freedom and tone lo the pulse of commerce-to cheer the mariner on his airy shrouds-to brighten the homes and the hopes of thousands. Is there, rau there, be a nobler cause under which freemen can rally in behalf of the State? That vessel with Rails all set, and signals flying to the breeze, drawn by ciglit horses and manned through- oul by sailors, bore a banner 'eloquent of the object of this Con- vention. It was a sea roughened by storms that lifted the waves to the very heaven in a distance, but hard by was a Harbor where "the winds and the waves lay together asleep,' and a light-house Ilfting its star of joy and hope upon the rocky cliffs. Over ali was inscribed the significant words, ' What we want.' Ah! that ship

'Convention ' had a speech and an argument that appealed to the eye and reached even to the heart; and we are sure that it will not be the fault of the body of delegates now assembled, if many a gallant craft does not plough these inland seas and nobly breast the storm, in the good hope of a light to guide it, and a safe harbor at last."

When the delegates had taken their places in the pavilion, William B. Ogden, of the Committee of Nine,

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appointed at New York, September 28, moved that James 1 .. Barton, of Buffalo, he temporary chairman ; Colonel A. B. Chambers, of St. Louis, and Hans Crocker, of Milwaukee, secretaries. This motion was carried, rules were adopted for governing the proceed- ings of the convention, and the committee on permanent officers presented a ticket to the convention, headed by Edward Bates, of Missouri. A motion made to substi- tute 'Thomas Corwin, of Ohio, in place of Mr. Bates, was thwarted by Mr. Corwin himself, who peremptorily declined serving, under the circumstances, Mr. Bates, although he had withdrawn from public life many years previously, had been a resident of the West since early manhood and having resided in St. Louis, was especially interested in all matters connected with the improve- ment and protection of navigation, While acting as the sole congressional representative of Missouri, in the days of the elder Adams, Mr. Bates had felt it his duty to cast the vote of his State for that gentleman. To tise at phrase much in vogue among the politicians, Mr. Bates was therefore " retired " from public life, and had since resided in St. Louis, a respected and dis- tinguished member of the Bar. When called to the chair few members of the convention were aware of his eminent fitness to guide the deliberations of so distin- guished an assemblage. It is not within the province of this article to go into details with regard to the pro- ceedings of this convention. Suffice it to say, that never before had there been a grander gathering of men, so free from political aims ; nor has there been one since where the statesman so predominated over the party politician. The convention was held in an immense tent pitched in the public square. It is esti- mated that the attendance was fully twenty thousand, of whom one-half were members of the convention. Represented in that assemblage were leading men from Massachusetts, New York, Kentucky, Indiana, Mis- souri, Rhode Island, Iowa, Ohio, Connecticut, Pennsyl- vania, Wisconsin, Georgia, Florida, Michigan, Maine, Illinois, New Jersey and New Hampshire. It was a direct and national protest against the attitude of Presi- dent Polk toward the improvements of the rivers and harbors of the West, and indicated how weakly he was supported. The sensations of the convention, how- ever, were the wonderfully eloquent speech delivered by Hon. Edward Bates, chairman of the meeting, and the short, not to say curt, letter of regret, received from Hon. Lewis Cass, of Michigan. Governor Cass evidently forgot the resources of the times, failing to re- member that an internal improvement convention of 1847 was not to be conducted upon the basis of 1837. when the wild fever swept over the State of Michigan as well as Illinois. The session lasted three days, and an ex- cutive committee, consisting of two members of the convention from each of the eighteen States represented,

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was appointed to make known to Congress the principles and views of this national gathering. As far as the Chicago harbor is concerned, the convention apparently did not effect it until 1852. In October, 1849, Colonel J. J. Abert made an estimate for necessary improve- ments up to June 30, 1851 : but the matter rested with the estimate and no further appropriation was obtained until 1852. This amounted to $20,000 and was ex. pended in improving the inner harbor. Another estimate. was made for the year ending June, 1853, but the subject passed unheeded by C'ongress and was not reconsidered for the fourteen years intervening between 1852 and 1866. During this period slight improve- ments continued to be made on the inner harbor, under the act of July 21, 1852. The works of the harbor from 1848 to 1854 were under the superintendence of Lieutenant J. D. Webster, of the Topographical En- gineer Corps, Lieutenant-Colonel J. D. Graham was in active charge of the harbor improvements from April, 1854, to 1855, and from December 11, 1856, to April 20, 1864. During his teri of service the deepen- ing of the river at the cost of the city was effected. He came two years after the appropriation of 1852 was made, and ceased connection with the work two years before the appropriation of 1866 was granted. The improvements effected during the season of 1854, con- sisted of the dredging of a shipcanal through the bar which obstructed the direct entrance of vessels to the inner harbor of over seven feet draught, repairing har- hor machinery, and preparing for the defense of the piers beyond the line of accretion on the North Side. Work was commenced in May, and the channel was completed in July.

The progress of work since that time forms an im- portant chapter in the history of Chicago and the Northwest, but it is beyond the province of this sketch tofollow it in detail. Enough has been shown to prepare the way for a consideration of that kindred topie, trans- portation by water and rail. First, let us glance at the inception of the

MARINE INTERESTS.

The pioneer of everything in this country of the Northwest is traced to some one of the French explor- ers. Thus in 1679 LaSalle built the first sailing vessel of the Upper Lakes, and, launching it from Cayuga Creek, a tributary of the Niagara River, departed from " Buffalo harbor ". for Green Bay. The figure-head of this crude sailing-craft-a "griffin"-indicated its name. The " Griffin " was therefore the father of the numerous progeny which now cover the Great Lakes, and stretch their wings toward Chicago. The next navigating craft which should be dignified by the name of the "marine of the lakes " were suggested by the requirements of the fur trade, which called for a heavier vessel than the light bark canoe of the carly explorers and missionaries. The Mackinaw barge therefore ap- peared upon the lakes and with it the voyageurs.

These barges and sailors were known at Chicago for many years, but about the year 1830 both boats and voyageurs ceased to visit the settlement, as the sloops and schooners then introduced monopolized the lake trade. As regards local marine interests, they, of course, commenced with the arrival of the first vessel at the mouth of Chicago River, after the Government had de- termined to establish a post and a fort here. In 1795, by treaty with the Indians, the Government came into possession of a tract of land six miles square at the mouth of that river. To this locality, in the summer of

1803, Captain John Whistler's company was ordered from Detroit to build a fort. While the troops under Lieutenant Swearingen went overland to this point, the schonner " 'Tracy. " under its master, Dorr, was dis- patched with supplies, having also on board the family of Whistlers At St. Joseph River they left the vessel and took a row boat to Fort Dearborn. On arriving at Chicago the " Tracy " anchored about half a mile from the shore, and sent her cargo ashore in boats. A sand- bar shut up the mouth of the river, but there is no recol- lection of a sandy island at the month, sometimes spoken of. The schooner remained here four or five days, the stores she brought, which were sufficient to last the garrison a twelvemonth, being placed in tents. The soldiers soon made a stockade to protect the supplies from the Indians. While the vessel was there, some two thousand Indians visited the locality, being at- tracted by so unusual an occurrence as the appearance in these waters of "a big canoe with wings." Lieu- tenant Swearingen returned with the " Tracy " to Detroit. Being the first vessel of any size which visited Chicago, it is not out of place to say that this schooner and a brig were owned hy the Government and were the only craft under national control on the lakes. On its return voyage, the " Tracy " stopped at Mackinaw. A boisterous storm nearly destroyed the little schooner, of only about ninety tons burden, but she finally reached Detroit in safety. In 1809 Ramsey Crooks arrived at the fort on board the "Selina."" In 1814 the first merchant brig " Union " was placed on the lakes, but being considered too large (96 tons she was laid up until the growth of trade called her again into service. Late in November, 1816, the schooner " Hercules ' was wrecked in the lake between the two Calumet rivers, and all on board perished. The first intelligence of the fatal catastrophe was communicated by finding the wreck of the vessel, and the bodies of the passengers strewed along the shore. Several days, however, had elapsed before this discovery was made, and the bodies were so beaten and bruised by the spars of the wreck, that the deceased could not be recognized by their feat- ures. Among these was Lientenant William S. Evileth, an intelligent and promising young officer of engineers, whose death was much lamented. He had been em- ployed in the rebuilding of the fort, and had embarked the day previous to the shipwreck, at Chicago, to return to his friends, after a summer spent in arduous and use- ful service. When the unfortunate young man was found, his face had been so gnawed by wolves that he could not have been identified had it not been for the military buttons of his clothes.

The "marine interests " of Chicago during these early years were centered in the Mackinaw trading-boats, which belonged to the American Fur Company, and an occasional craft which stopped at the fort on Govern- ment business. During a few years succeeding the rebuilding of the fort, quite a number of vessels were built for lake service, but they mostly plied below Niagara Falls. In 1817, very soon after Fort Dearborn had been reconstructed, the schooner "Heartless" ar- rived off the lake shore. Attempting to run up the river she was beached in the sand. Efforts to float her proved unavailing, and there she remained, a complete wreck, and the first one which occurred within sight of Fort Dearborn. A great event in the history of the marine of the upper lakes was the trip made by the first steamboat in the fall of 1818. The "Walk-in-the- water," built at Black Rock, arrived at Detroit on August 27, her general appearance being that of a schooner with an engine and two side-wheels. Her

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engine was not powerful enough to take her from the wharf at Black Rock up the rapids to the lake; so a dozen yokes or so of oxen were employed to assist. The "Walk-in-the-water" was wrecked in Buffalo Bay November 1, 1821. That boat left Detroit July 31 of this year, and arrived at Green Bay August 5 .* Her tonnage was three hundred and forty-two, and her en- gines were what are known as "low pressure." Some time previous to 1819, a few months before Jean Bap- tiste Beauhien was transferred from the American Fur Company's post at Milwaukee to Chicago, the United States revenue cutter " Fairplay" arrived outside the bar, and then proceeded to enter the river. This task was successfully accomplished, and for the first time a sailing vessel, other than a yawl or Mackinaw boat, was anchored in the river just north of Fort Dearborn. . \ few years after the "Walk-in-the-water" had been wrecked, various schooners, such as the " Chicago Packet " and the " Virginia" plied in these waters. In 1829, an Ohio distiller, who had touched at Mackinaw. Detroit and Milwaukee, in a vain attempt to dispose of a load of whisky, reached Chicago in his boat. After ridding himself of all but ten barrels, he proceeded on his way to Grand River. But it was not this brisk trade of 1829 which gave an impetus to lake interests; the opening of communication between Lakes Ontario and Erie was what accomplished it. Communication was first established in 1831, via Port Robinson and Chippewa, thence via Niagara River to Lake Erie. The first vessels which passed through were the " Erie " and the "Ontario," two American schooners, followed by the Canadian craft, " Anne and Janc."

During March, 1831, after the United States engineers had suggested a plan for the improvement of the har- hor, an appropriation of $5,000 was obtained for the erection of a light-honsc. Before it was fairly completed, however, on October 30 of that year, the structure fell. .A few hours before it toppled over, so confident were many there was no danger of its falling, that several went upon the top of it, some of the visitors being women. The walls were three feet thick, and the tower had been raised to a height of fifty feet. Samuel Jack- son was the contractor. He claimed that the light- house was built on quicksand, which caused the build- ing to settle and fall; others hekl that the cause was the defective manner in which it was built. Another tower, forty fect high, was begun and completed by Mr. Jack- son in 1832. It hoasted of a fourteen-inch reflector. Samuel S. Lasby was the first, and Mark Beaubien the last, keeper of the old light-house. During the year 1831 three vessels arrived in Chicago. The first, which came May 20, took away the troops to Green Bay, Icav- ing the garrison in charge of Colonel T. J. V. Owen, the Indian Agent. The year 1832, however, may be considered the commencement of the importance of the lake marine. Not only had communication been fairly established between the Upper and the Lower Lakes, but the excitement of the Black Hawk War had caused considerable travel, soldiers coming from the Kast to the scene of the troubles, and fugitives scattering from the western country toward the East. This Black Hawk campaign was the occasion of the arrival of Chicago's first steamer, the " Sheldon Thompson," in command of Captain A. Walker. He brought a boat load of General Scott's soldiers July 10, 1832; also the Asiatic cholera, whose ravages arc sufficiently detailed in the article on sanitary affairs. At that time there was a fleet of ves- sels at anchor in the offing. Some eight days after the arrival of the " Sheldon "Thompson " the " William Penn " *Letter of A. H1. Edwards, page 42, John Wentworth's " Fort [hearborn."

appeared in Chicago harbor, with troops and supplies. From the year 1832 different steamboats made occa- sional trips to Chicago, the " Daniel Webster " " Mon- roe," . Columbus," " Anthony Wayne." " Bunker Hill," and others. In the year 1833 three brothers, Leonard C., Peter D, and Hiram Hugunin, sailed a yacht, named the "Westward Ho," from Oswego to Chicago. After a voyage of nearly three months, they in August arrived outside the sandbar, went ashore, hired eight yoke of oxen, and hauled their vessel over the barricade into the river. The " Westward Ho" may therefore be con- sidered the first lake boat, belonging to private parties. to fairly enter the river. The next year, when immi- gration to Chicago was active, the vessel interests re- ceived added impetus. Early in April a schooner ar- rived from St. Joseph, Mich., and two vessels cleared for that port. Between the 20th and 30th of that month no less than one hundred immigrants arrived by boat in Chicago. The most noted of early steamers was the old "Michigan," built by Oliver Newberry, of Detroit, who, for many years, was largely engaged in the com. merce of the lakes. This was the first steamboat which entered the river below Dearborn Street, arriving in June, 1834. The appearance of the first schooner as it sailed up the river to Wolf Point, was greeted with even more enthusiasm than hailed this craft. The date was July 12, 1834. and about 9 o'clock in the morning, the hearts of Chicago's citizens, in the language of the Democrat, were gladdened by the ap- pearance of the splendid schooner " Ilinois," as she came gliding up the river into the heart of the town, under full sail. She was a vessel of nearly one hun- dred tons, launched during the spring, at Sackett's Harbor, N. Y., and commanded by Captain Pickering. Her topmast was covered with streamers, and her canvas was spread to invite the gentle breeze, the banks of the river were crowded with a delighted crowd, and as she reached the wharf of Newberry & Dole, where she stopped, she was greeted with louil and re- peated cheers. Her decks were immediately crowded by the citizens, all anxious to greet her commander with a warm and hearty welcome. The draw-bridge was soon raised, and she passed on to the upper end of the town, came to Ingersoll's wharf in front of the Western Stage Company. On her passage up the river more than two hundred visitors were on board. Two days after the arrival of the " Illinois," came the " Phil- lip." In the fall of 1834 the " Illinois " made her re- turn trip from Cleveland, bringing provisions to the settlers at Chicago and Milwaukee. The old steamer " Michigan" made one or more pleasure trips around Lake Michigan, and she, with her veteran commander, Captain Blake, were great favorites with the traveling public. In 1834 three steamboats landed at Chicago and two at Green Bay. Such was the advent of steamers and schooners into Chicago River, and the heart of the growing town was at last connected with the navigahle heart of the great Northwest. Soon afterward a large class of steamers commenced making regular trips from Buffalo, touching most of the intermediate ports, Among the number was the " James Madison," owned hy Charles M. Reed, of Erie, and built with particular reference to the upper-lake trade. Her capacity for freight and passengers was the largest upon the lake at that time. Still later in 1837 came the steamer " Illi- nois," owned and built by Oliver Newberry, and designed for the Chicago trade. She combined strength, speed and beauty, and, under Captain Blake, was a favorite for many years. A regular line of steamboats was established between Chicago and Buffalo in July, 1839,

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a boat leaving and arriving at Chicago every alternate day during the season of navigation. On the 6th of that month General Winfield Scott arrived at Chicago on the steamer " Illinois." The " Thomas Jefferson," " James Madison," " Buffalo " and " Illinois " were put upon the route.

Ship building, according to Captain Peter F. Flood, who arrived from Oswego in June, 1835, commenced in Chicago during that year. The "Clarissa" was begun in the spring of 1835, by Nelson R Norton, but was not completed, or launched, until May 18, 1836. The " Detroit," Captain John Crawford, was built at Milwau- kee 1836-37 for the Chicago trade at a cost of $50,000. This vessel was lost off Kenosha in November, 1837, after only six months' service. About this time 1836: an association of the then young, energetic and enter- prising citizens was formed, and they commeneed the building of the steamer "James Allen." It was com- pleted in 1838, Captain C. H. Case having charge of its construction. The hoat was built for a.company com- prising George W. Dole and J. Il. Kinzie. Captain Pickering was master of the steamer. The ship-yard was on " Goose Island." T'he "Allen " was built to be fast, and to run across Lake Michigan from St. Joseph to Chicago, in connection with the stage and mail line. Her hull was narrow and sharp in form, and light in material. Two powerful, low pressure, horizontal en- gines were put on the guards, on the main deck. The boilers were small, and, on trial, proved to be insuffi- cient. When the " Jim Allen " had steam up and started on her trial trip for St. Joseph, she went out of Chicago at a speed that pleased, as well as astonished, her owner and designer. The first fourteen miles were run inside

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History of Cook County, Illinois From the Earliest Period to the Present Time, Part 38

Author: Andreas, A. T. (Alfred Theodore), 1839-1900 Publication date: 1884 Publisher: Chicago : A.T. Andreas Number of Pages: 875

Author: Andreas, A. T. (Alfred Theodore), 1839-1900
Publication date: 1884
Publisher: Chicago : A.T. Andreas
Number of Pages: 875